Pivoted-bunk logging car



H. 'CQJARVIS.

En BUNK LOGGING CAR.

13 PIVOT APPLICATION FILED DEC.3I I920.

Pair/Gm ay 9, 19220 2 SHEETS-SHEET I.

,INVEVNTOR.

H. C. JARVIS. PIVOTED BUNK LOGGING CAR.

APPLICATION FEEDING-31,1920.

Patented May G, 119220 2 SHEETS-SHEET 2.

4"\ l l I J l I v @wma m iNVENTOR HERBE T o; navisgiomonmm onneon, ASSIGNOR '10 PACIFIG out & rommnv 1 co; orsnar'rnn, WASHINGTON, A ooaromrron or wasnmeron,

' 'rivo rnn-aunx orraine can 1 i Specification; of liettersllatent.

Patented May 9,1922.

' Application filed December 81,1920. Serial No. 434,236.

To all whom it may concern Be it known" that I, -HERBERT C.= JARv1s, a citizenof the United States of America, and resident of the cit 'o'f Portland,Multnomah County, State of re on, have inventedcertain new and useful Improvements in Piv-.

oted-Bunk Logging Cars,of which the following is a. specificationlf' My invention relates to cars and particu-' larly to cars of the'type which in the trade are known as connected trucks, in which the platform and main frame of the car isconfined to a beam which is located centrally of the car, which cars hauling logs.

The object of my invention is toprovide a car with log-hauling bunks so constructed that the'cars may be used for hauling logs of muchgreater length than the over-all length of the cars. The cars are, of course, adapted for hauling other long articles than logs in the same manner..

In the specification hereafter, will .be described the construction of a car made in conformity with my invention and in the claims which terminate the specification will be specifically defined the features which are believed to be novel and upon which a patent is desired.

The accompanying drawings illustrate a I car of this character having my invention embodied thereon.

Figure 1 is a side view of the car.

Figure 2 is an end view of the car.

Figure 3 is a partial transverse section taken near the center of the length of 'the car to illustrate the manner of mounting the brake operating means.

Figure 4 is a plan view of a car and Figure 5 a side view or elevation showing two cars and the manner in which they are employed for carrying long logs.

It has heretofore been customary in the art to construct cars for this special purpose in which two four-wheel bogey trucks are employed, these being'connected by a body, as 1, which is limited to what may be called a backbone, this as shown consisting of three square timbers, as is shown in' cross-section in Figure 3 and in plan in Figure 4. Over each truck this backbone, which forms the connecting frame, is provided with a bolster, as 10, the outer ends of which bolster and a portion of the truck frame are provided with side bearings, as s indicated at 11. The parbackbone or-main frame 1. provided.with" the usual pivot bearing as at v the point 12,'whereby the trucks may pivot. beneath the frame of the car. These featuresfactory do not exceed in length the length of the car and are each wholly carried on the same car.

ticularbolster indicated in the drawings is providedy'with a central opening of a size to snugly receive the timbers fwhich formthe of construction are, old in the art. Such cars have also been provided with log-hauling bunks mounted directly over the bolster and fixedly secured thereto. This typev of construction has been'found satisand eflicient where the logs hauled It has been found, however, that logs may be handled more efiiciently in regions where the logs are of great length, if they be cut of a much greater length, say of twice the lengthofthecar.

In handlingsuch logs the manner of load- This bolster is ing would be to support one end of the log upon one bunkof one car and the other end 'of the log upon a bunk .of another "car,

the two cars being separated and their draft connection being solely through the logs which connect the cars. This manner of loading is shown in Figure 5. This manner of handling the logs increases efficiency, largely because of the fact that it takes but little, if any more time to load a double length log than one of single length, that is, of the length of the car and therefore, being able to load approximately the same number of logs of the double length. Approximation to the handling of twice the amount of lumber in this manner is reached.

It has been found that handling logs-in this manner upon the old types of construction, wherein the bunk is fixed relative to the car frame, is objectionable because of the twisting action which occurs in passing about curves. Under such conditions the tendency is to slide the logs transversely of the: bunks, those which are at the outer side 'of the curve being pulled in one direction the pivot of the truck, so that the bunk may swing in a horizontal plane in a manner analogous to the swinging action of the truck. This permits the bunk to swing and thus maintain fixed relation to the logs.

In accomplishing this I provide a plate, as 2, which is mounted directly over the bolster and is provided with recesses or other pivot means which is complemental to a like construction carried by a plate mounted on the lower side of bunk 3. Through these plates, as well as the center bearing plates 12 of the bolster, passes a king bolt, as 20, which binds the whole together.

The plate 2 which forms the lower member of the center bearing for the bunk, also forms tie member in the bolster construction extending over the space occupied by the connecting beams 1.

Towards the outer end of the bolster 10 is formed a side bearing between this bolster and the bunk, these consisting of the blocks 13 and 31 carried respectively by the bolster and by the bunk. The relative position assumed by the parts in going about a curve is indicated in Figure 4, wherein the bolster 10 is at right angles with the backbone or beam 1 of the car and making an angle with the truck, and wherein the bunk 3 makes an angle with each.

By reason of the bunks being pivotally mounted, they may maintain continuous exact relationship with the logs, swinging independently of both car body and truck. In consequence there is no cramcping action betweenthe logs and the cars an no sliding of the logs on the bunk, a prolific cause of trouble, will occur as the cause of this has been removed by pivoting the bunks.

In employing this system of loading, it is desirable that the braking effort applied to the truck at one end of the car shall at times exceed that applied to the truck at the other end of the car. This is due to the fact that the load carried by one end of the car will often be very much greater than the load carried by the other end of the car, this being due to the size of the logs both as to diameter and length, and to other conditions. As logging railroads are often operated upon rather heavy grades, it is desirable to be able to apply braking power to all of the wheels up to the maximum that is possible without causing sliding.

To secure this result I have provided a separate braking system for each truck and also means whereby the brakes upon each truck may be operated from a common separate point between the ends of the logs which form the load. To this end I provide a platform, as 4, which is carried by a suitable frame work and bracing mounted upon the central portion of the beam 1, which forms the backbone of the car. This platform is located close down to the rail and beyond the side margin of the beam 1 which forms the connection between two trucks.

At this point I have provided two brake wheels, as 5, which constitute the means for operating the brakes. The particular construction of the brake forms no part of my present invention and, as any standard or suitable type of hand operated brake may be employed, 1 do not think it necessa-ryto go into greater detail at this point. The mechanism shown employs a bracket 50 at each brake, secured to the central beam 1 of the car and projecting sufiiciently to form,

a storage place for the chain 51, which chain wraps upon the shaft or stem of the hand wheel 5. Suitable holding means as the rA'atchet wheel 52 and dog 53 are indicated.

y employed.

With a car of this type of construction, logs may be handled of any length. They may be employed for short logs or for any length of logs which may be carried about the curves and which are not barred because of some other outside consideration. As it takes approximately the same length of time to load the long logs as it does the short equivalent means may, however, be-

logs, the carrying capacity of the cars is pivoted upon the truck frame and a bunk pivoted upon the bolster.

2. A car having a bogie truck under each end, a body structure connecting the trucks, bolsters beneath the car body and pivotally connected with each truck and a load carry-' ing bunk carried by and above each end of the car body and centrally pivoted to swing horizontally.

3. A car having a truck frame provided with side bearings, a. bolster pivoted upon the truck and havin complemental side bearings, and a bunt pivoted upon the bolster.

4. A car having a truck frame provided with side bearings, a bolster pivoted upon the truck and having complemental side bearings, a bunk pivoted upon the bolster, said bunk and bolster having complemental side bearings.

5. A car having two trucks, a swinging bolster upon each truck, the truck and bolster having complemental side bearings, a frame composed of an axially placed beam connecting said bolsters in fixed relation, the bolsters having arecess for the passage of said beam, and a bunk pivoted upon each bolster to swing independent thereof.

6. The combination with a car having a swiveled truck under each end and a swiv eled load-carrying bunk mounted on the car body towards each end thereof. 1

Signed at Portland, Multnomah County, @regon, this 2d day of December, 1920.

HERBERT Mavis. 

